Computer controlled sonic fuel system

ABSTRACT

The computer controlled sonic fuel system employs a fuel computer to convert engine manifold pressure, temperature and RPM into variable fuel pulses which are directed onto the active surface of a sonic fuel dispersion unit. This sonic dispersion unit converts pulses of fuel into a substantially nonpulsating fuel-air mixture having a fuel-air ratio which remains substantially constant regardless of variations in engine manifold pressure, temperature and RPM.

United States Patent Thatcher et al. July 8, 1975 COMPUTER CONTROLLEDSONIC FUEL 3.673.989 7/1972 Aono et al 123/32 EA SYSTEM 3,677,236 7/1972Moss 123/32 AE 3,699,932 l0/l972 Aono et al l23/32 EA [751 Inventors:Arthur K. Thatcher, Merritt Island; 3,7 2 1 1972 Aono er a1..... 123 32EA Ed R. McCarter, Maitland, both of 3,749,070 7/1973 Oishi et al.l23/32 EA Fla. [73] Assignee: Arthur K. Thatcher, Merritt island,Primary Emmir.er chafles Myhre. Fla. Assistant Exammer.loseph CangeloslAtt0mey,Agent, or F irm-Gardiner, Sixbey, Bradford [22] Filed: Sept. 29,I972 & Carlson 21 A I. No.: 293 377 1 pp 57 ABSTRACT 52 U.S. c1 123/119R; 123/32 EA The sysiem empbys a fuel computer to convert englnemanifold pressure, [51] Int. Cl. F02b 33/00 [58] H M 0 Search 123/32 EAH9 R temperature and RPM into variable fuel pulses wh1ch e are directedonto the active surface of a sonic fuel dispersion unit. This sonicdispersion unit converts pulses [56] Reterences cued of fuel into asubstantially nonpulsating fuel-air mix- UNITED STATES PATENTS turehaving a fuel-air ratio which remains substantially 2,453,595 ll/l948Rosenthal 123/32 EA constant regardless of variations in engine manifold2,949,900 8/1960 pressure, temperature and RPM. 3,036,564 5/l962 3 51792 3 1972 41 Claims, 16 Drawing Figures ,xs" 36 34 (32 I 4 POWER 1FEEDBACK TRANSDUCER 1 l AMF! 45 FUEL FUEL 22 INJECTOR TANK PUMP VALVE....l 1s 2o HEIRE 30 I6 SENSOR MANlFOLD TE P ooMPuTER RPM 26 SENSOR 24PATENTEDJUL' 8M5 SHEET 1 (3 LE7 FEEDBACK POWER TRA'HIJUCER: 2

AME x l d 45 FUEL FUEL 22 \NJECTOR TANK PUMP VALVE m 20 WE SENSORMANIFOLD M FUEL A SEEISEJDR COMPUTER RPM 26 SENSOR 0/ 24 FIG: I

MAGNETOSTRlCTNE TRANSDUCER POWER FEEDBACK NETWORK PATENTEHJUL 81m SHEET50 F IG: I0

3a m El E 40 MI RESET PRESLRE 9 F l6: I6

4| we '74 GATE, I86

g AMP VALVE INTEGRA l Lefi L6 SUPPLY \34 2 OOMPARATORS 48 SENSOR j W80GATE, I860 32) w I34 AMP VALVE EIITEGRATOR LEE.

SUPPLY PATENTFIIJUL 8 ms 3.893.434

SHEET 5 I OSCILLATOR I46 I DIFFERENCE SYNCHRONOUS AMPLIFIER I IAMPLIFIER I50: RECTIFIER AND '58 I52 FILTER I I I I I I44 I g I42-PRESSURE I .SENSOR I I38 30 I BUFFER I AMPLIFIER ITOGGLE FLIP-FLOP I 24+5V ,I92

TRIGGER I '94 IN I J n I PRESSURE I90 K 6 i I PowER AMPLIFIERTEMPERATURE IINTEGRAT- I68 SENSOR IOR, I I2v I66 I IDLE ADJ DUPLICATEINTEGRATOR, I H COMPARATOR, POWER AMPLIFIER H AND INJECTOR CIRCUIT AS ISHOWN ABOVE. I

PATENTEHJUL 8 I975 POWER lmecToR AMPLIFIER VALVE I98] 22 INTEGRATOR -ww-FIG I2 1 COMPUTER CONTROLLED SONIC FUEL SYSTEM BACKGROUND OF THEINVENTION Conventional carburetor systems for internal com bustionengines are unable to produce consistant molecular suspensions oremulsions of fuel molecules in the air stream drawn into the carburetor,and large droplets of fuel carried by the air stream into the enginecause inefficient and incomplete fuel combustion within the engine.Therefore numerous attempts have been made to develop fuel feed systemsand carburetor systems which effectively feed liquid fuel at all enginespeeds while maintaining a desirable air-fuel ratio. Such attempts haveresulted in the development of sonic and ultrasonic carburetor systemsto achieve intensive atomization of fuel and therefore an evendispersion of liquid fuel in the combustion air stream. However,previous sonic or ultrasonic mechanisms have failed to operateeffectively within the varying conditions present in the carburizationsystem of an internal combustion engine.

In an attempt to compensate for the variations in engine operation, fuelinjection systems controlled by fuel computers have been developed toinject fuel in accordance with actual engine conditions. However, theseinjector systems operate in an impulse mode to provide a pulsating fuelsupply which is not conducive to uniform fuel-air mixtures.

One conventional fuel computer controlled injection system injects fueldirectly into the engine cylinders thereby requiring a plurality ofinjectors which must withstand high temperatures and pressures. A secondfuel injection system injects fuel near the engine intake valve. It isobvious that both of these conventional systems have a minimum distancein which to achieve a proper fuel-air mixture and provide for surfaceevaporation of fuel particles.

It is a primary object of the present invention to provide a novelcomputer controlled sonic fuel system which effectively combines theadvantages of a fuel computer and a sonic fuel dispersion mechanism toprovide a more uniform feeding of fuel and a proper fuel-air mixture forall engine operating conditions.

Another object of the present invention is to provide a novel computercontrolled sonic fuel system which eliminates the requirement for aplurality of fuel injectors and the need for injectors capable ofwithstanding high temperatures and pressures.

A further object of the present invention is to provide a novel andimproved computer controlled sonic fuel system adapted to provide auniform quantity of fuel to each engine cylinder by providing arelatively long path for an air-fuel mixing action.

Another object of the present invention is to provide a novel computercontrolled sonic fuel system which combines fuel feed control inaccordance with engine operating conditions with sonic induceddispersion of fuel to achieve a substantially constant fuel-air ratioand enhanced fuel combustion.

A further object of the present invention is to provide a novel computercontrolled sonic fuel system which incorporates an improved sonictransducer and born to provide an enhanced fuel-air dispersion.

A still further object of the present invention is to provide a noveland improved computer controlled sonic fuel system which may beeffectively and economically incorporated in existing internalcombustion engines.

These and other objects of the present invention will become readilyapparent upon a consideration of the following specification and claimstaken in conjunction with the accompanying drawings in which:

FIG. I is a block diagram of the computer controlled sonic fuel systemof the present invention;

FIG. 2 is a perspective view of a sonic unit adapted for use with thesystem of FIG. 1;

FIG. 3 is a schematic diagram of the electrical driving circuit for thesonic unit of FIG. I;

FIG. 4 is a sectional view of a second embodiment of a sonic unit of thepresent invention;

FIG. 5 is a plan view of the sonic unit of FIG. 4',

FIG. 6 is a sectional view of a third embodiment of a sonic unit of thepresent invention;

FIG. 7 is an end view of the sonic unit of FIG. 6;

FIG. 8 is a side view of the sonic unit of FIG. 6;

FIG. 9 is an end view of a fourth embodiment of a sonic unit of thepresent invention;

FIG. I0 is a plan view of a fifth embodiment of a sonic unit of thepresent invention;

FIG. 11 is a schematic diagram of the fuel computer of FIG. 1;

FIG. I2 is a block diagram of the output section of the fuel computer ofFIG. II modified to provide vari able amplitude control pulses;

FIG. I3 is a plan view of a sixth embodiment of a sonic unit of thepresent invention;

FIG. I4 is a plan view of a seventh embodiment of a sonic unit of thepresent invention;

FIG. I5 is an exploded view of a piezoelectric sonic unit for use withthe present invention; and

FIG. 16 is a block diagram of a modification of the fuel computer ofFIG. 1].

Basically, the computer controlled sonic fuel system of the presentinvention indicated generally at 10 in FIG. I includes a fuel computerwhich receives indications of engine manifold pressure, manifoldtemperature, and engine RPM. Since the volume of air supplied to anengine is proportional to the pressure and engine speed and inverselyproportional to the temperature of the air, the fuel computer is adaptedto convert these sensed variables into an electrical control signalwhich determines the amount of fuel fed to a sonic fuel dispersion unit.The sonic unit provides an effective lengthening of each impulse since,as the fuel strikes the sonic surface, atomization commences immediatelyand is sustained over a finite period of time, depending upon the sizeof the control impulse. This tends to give a more uniform feeding offuel and, when accomplished in an engine at a position in advance of thebranching point in the engine intake manifold where the manifoldbranches out to each cylinder, allows a relatively long path for theair-fuel mixing action.

The computer controlled sonic fuel system I0 may be employed withpractically any conventional carburetor 12, such as for example oneadapted to provide air from an air intake 13 under the control of abutterfly valve 14 for mixture with fuel to be supplied in response to aconventional throttle plate I5 to an engine manifold I6. This fuel isprovided from a fuel supply 18 by a constant pressure fuel pump 20 andis metered by an injector valve 22. The injector valve is operated by afuel computer 24 which provides a control signal derived from engineRPM, manifold temperature, and

manifold pressure, these engine variables being supplied by an RPMsensor 26, a temperature sensor 28, and a pressure sensor 30.

The injector valve 22 provides fuel to a sonic fuel dispersion unit 32which is adapted to introduce the fuel as minute droplets into the airstream passing to the manifold 16. As will be subsequently described ingreater detail, the unit 32 may introduce the fuel directly into thecarburetor 12 or may be positioned above the carburetor or beneath thecarburetor in the carburetor mounting, as for example beneath thethrottle plate. Location of the sonic unit in the carburetor mounting isoften quite advantageous if the computer controlled sonic fuel system isto be installed in an existing internal combustion engine fuel system,for with this mounting location, there is no need to modify the existingcarburetor to receive the sonic unit.

The sonic unit 32 is driven by an electrical system including a poweramplifier network 34 and a feedback network 36. it should be noted thatall electrical systems included within the computer controlled sonicfuel system 10 are designed to be powered by a conventional automotivebattery.

SONIC SYSTEM Referring now to FIG. 2, the sonic unit 32 basicallyconsists of a sonic transducer 38 which, as illustrated, may consist ofa conventional magnetostrictive transducer having a biasing magnet 40between the two legs thereof and electrical drive coils 42 for drivingthe transducer at sonic frequencies. The transducer 38 includes anactive surface 44 which drives a power concentrator or horn 46 bondedthereto.

The horn 46 is specifically designed to provide maximum sonic energy atthe horn active surface 48. This horn combines the advantages of theconventional tapered horn with those achieved with a stepped horn, andin so doing, eliminates many of the disadvantages of both. This isaccomplished ideally by constructing the horn as a one half wave lengthcomposite horn with substantially one quarter wavelength sections withrelation to the resonant frequency of the transducer 38. The hornincludes a first enlarged cylindrical portion 50, a second smallcylindrical portion 5] which terminates at the active surface 48, and atapered or conical section 52 joining the large and small cylindricalportions 50 and 51. The large and small cylindrical sections are ofconstant diameter and both are of greater length than the intermediatetapered section 52. it may also be possible to design the sections ofthe composite horn to other lengths which are multiples of the wavelength of the resonant frequency of the transducer 38, but for fuelsystem applications, a composite one half wave length is preferred.

The active surface 48 should be no more than one half the area of thearea of a cross section of the enlarged portion 50, and the taperedsection 52 may be formed to any configuration sufficient to accomplishthis purpose. It is noteworthy that this horn configuration provides theadvantages ofa stepped horn without the sonic stresses occasioned insuch stepped horns by the radical change in the external configurationthereof provided by the step. However, like the stepped horns, thechange in horn diameter occurs at a fraction of the operating wavelength; in this case, one quarter wave length. The horn may be formed ofsolid aluminum, or other suitable known material.

Although the horn 46 may be mounted upon a piezoelectric transducer. amagnetostrictive transducer similar to that disclosed in FIG. 2 has beenfound ideal for engine fuel system applications. This is due to the factthat with the magnetostrictive transducer, a constant resonant frequencyis achieved and this controls the frequency of the horn. With thinpiezoelectric transducers, the mass ofthe horn holds the frequency ofthe transducer down, and the transducer is constantly attempting toincrease in vibrational frequency, thereby adding stress to the bondbetween the transducer active surface and the horn. Also, withmagnetostrictive transducers. the cooling requirements are not as severeas with piezoelectric transducers.

The transducer 38 is driven by a power circuit which receives power froma 12 volt automotive battery. or similar power source. As illustrated inFIG. 3. this power circuit includes a power amplifier 34 and a feedbackcircuit 36, the power amplifier including a power transistor 54 which isconnected through a transformer 56 to drive the transducer 38. A tankcircuit consisting of a capacitor 48 and a primary winding 60 for thetransformer 56 is connected in the collector circuit of the powertransistor 54, and is variably tuned to the approximate resonantfrequency of the transducer 38. A resistor 62 is connected between thepower source and the base of the power transistor 54 to place an initialbias current to the base to aid in starting oscillation.

As the power transistor 54 conducts, the top side of a secondary winding64 for the transformer 56 becomes positive and causes current to flow inthe drive coils 42 for the transducer 38. A capacitor 66 connectedacross the secondary winding 64 and the drive coils 42 tunes thetransducer to eliminate some of the higher harmonics.

The positive going voltage from the drive coils 42 during conduction ofthe power transistor 54 is coupled by the feedback circuit 36 includinga resistor 68, a capacitor 70, and a diode 72 to the base ofa transistor74. A base resistor 76 connected between the power supply and the diode72 is used to provide an initial bias current to the base of thetransistor 74 to aid in initiating oscillation thereof and to provide aleakage path for the base current. A positive voltage to the base of thetransistor 74 initiates conduction of the transistor which brings thecollector voltage thereof to near zero volts. The collector circuit forthis transistor includes a tank circuit consisting of a capacitor 78 andthe primary windingSO of a variable transformer 82. As the collectorvoltage of the transistor 74 goes to near zero volts, a secondarywinding 84 of the transformer 82, which is connected to the base of thepower transistor 54, causes a positive voltage to be applied to the baseofthe power transistor and increases conduction thereof until saturationis reached. As the power transistor saturates, the conduction of thetransistor 74 decreases thereby decreasing the conduction of the powertransistor, and this process continues until both the power transistorand transistor 74 are turned off. The oscillatory nature of the tankcircuits coupled to the collectors of the power transistor and thetransistor 74 with the oscillatory nature of the transducer 38 causesthis process to repeat, thereby driving the transducer at its resonantfrequency. The power transistor 54 and the transistor 74 normallyoperate in a Class C mode.

A diode 86 and a capacitor 88 connected between the secondary winding 84and ground provide a return path for the base current for the powertransistor 54 while providing a high impedance for the bias currentsupplied through the resistor 62. Since the magnetostrictive transducer38 is operable at several resonant frequencies, the tank circuit (78 and80) in the feedback system 36 provides additional tuning to insure thatthe circuit operates at the predominant resonant frequency.

The basic horn 46 is quite adaptable to modification to facilitateenhanced fuel dispersion. For example, fuel may be fed through the hornto the active surface 48 as illustrated in FIGS. 4 and 5. To accomplishsuch internal fuel feed, the horn is not a solid horn of the typeillustrated in FIG. 2, but instead includes a fuel inlet 90 whichextends substantially perpendicular to the longitudinal axis of thehorn. Fuel inlet 90 is formed in the enlarged portion 50 of the horn andcommunicates with the internal end of a fuel conduit 92 which extendslongitudinally of the enlarged portion of the horn and exits through thetapered portion 52 thereof. Coextensive with the conduit 92 is a grooveor channel 94 which extends along the top of small cylindrical hornsection 5] and terminates at the active surface 48. The conduit 92 andchannel 94 receive a length of tubing 98 which is inserted into theconduit 92 so as to communicate with the inlet 90. The tubing 98 must beformed of a non-sound absorbing material such as Teflon, so as not tointerfere with the operation of the born 46, and the end of the tubingadjacent the active surface 48 must terminate a short distance inwardlyfrom the end of the channel 94 as indicated at 100. It has been foundthat enhanced dispersion of fuel as minute droplets occurs only if athin film of fuel is maintained across the extent of the active surface48. Fuel must be provided to the active surface in a manner which willpermit the fuel to pass across the extent of the active surface from oneouter extremity to the opposite outer extremity thereof as a thin film.It has been noted that if the tubing 98 terminates at a point which iseven with the active surface 48, large droplets of fuel conducted by thetubing tend to skate" across the thin film of fuel formed upon theactive surface and are thrown into the carburetor air stream. Theselarge droplets are not properly dispersed and therefore reduce theefficiency of fuel combustion.

By positioning the tube 98 within the channel 94 inwardly from theactive surface 48, fuel spreads across the active surface to form aneffective thin film and large droplets thereof are not permitted toskate across the active surface. To prevent the air stream passingthrough the carburetor from driving the fuel from the active surface 48before adequate atomization thereof, a shroud 102 is secured above theactive surface to divert the carburetor air stream. it should be notedthat this shroud may be mounted upon the housing of the carburetor 12 orthe shroud may be mounted directly on the horn 46. [f the shroud ismounted on the horn, it must be formed of material which will notinterfere with the sonic activity of the horn.

The horn 46 must be securely mounted in a manner which will notinterfere with the sonic activity of the horn. This is accomplished bymaking all mounting and fuel connections to the horn in an area of theenlarged section 50 thereof where a sonic null occurs. In the area ofthis sonic null, the inlet 90 may be formed and a fuel supply tube I04connected to provide fuel to the inlet. This fuel supply tube should beformed of nonsound absorbing material and may be secured to the horn inany suitable known manner so as not to interfere with the soniccharacteristics of the horn. Since the supply tube is connected to thehorn in the vicinity of a sonic null point, the connection between thehorn and the supply tube will not be subjected to sonic energy whichwould tend to break the connection.

The mounting of the horn should also occur at the sonic null point andrequires that a non-sound absorbing material be the only mountingmaterial in contact with the surface of the horn. Thus, mounting may beachieved by employing an O-ring 106 of non-sound absorbing materialwhich encircles the enlarged portion of the horn at the null point andwhich is compressed between a mounting bracket 108 and a clamp I10.Compression of the 0" ring causes the O-ring to securely grip the hornto provide an effective mounting therefore which will not affect thesonic activity of the horn.

When the horn 46 is designed to conduct fuel to the active surface 48,it is important that the fuel supply conduits be designed so that a thinfilm of fuel is maintained across the active surface of the horn. Thefuel supply to such active surface should be provided adjacent oneextremity thereof so that the fuel is caused to pass acrosssubstantially the entire extent of the active surface. Very large fueloutlets in the center of the active surface of the horn have been foundto destroy some of the sonic effectiveness provided by the horn, for thegreatest area of sonic activity is found at the center of the activesurface. Fuel provided at the center of the active surface of the hornundergoes incomplete atomization and very large droplets may be thrownoff the air stream by high flow rates.

Once a thin film of fuel has been formed across the active surface ofthe horn, it is desirable to prevent large droplets of fuel from skatingacross the film and being thrown off into the air stream to the intakemanifold before proper atomization occurs. It has been found that aradical change in flow rate, as for example, from idle speed to therunning speed, may tend to cause large droplets of fuel to be thrownfrom the horn into the intake manifold air stream unless some type offuel feed control is provided. A horn system designed to provide fuelfeed control as the engine operation changes from an idle condition to arunning speed condition is illustrated in FIGS. 6-9. This horn willprovide effective control when direct fuel feed from a fuel pump isemployed and will provide very effective control when employed incombination with the fuel computer 24.

With no external fuel control system, when fuel is conducted through thehorn 46 to a single fuel opening or a plurality of fuel openings ofequal size, the fuel flow will change as the engine changes from an idlecondition to a running condition. Thus, if the fuel opening at theactive surface is relatively large, high engine RPM during a runningcondition will prevent fuel from shooting out beyond the active surfaceand a fuel film will be maintained across the active surface to achieveeffective atomization. However, with the same relatively large fuelopenings, when the engine slows to idle, fuel in the horn and line willfall from the end of the horn into the air stream.

If the fuel openings in the active surface 48 of the horn are relativelysmall, an effective fuel film will be maintained across the activesurface during engine idle.

However, when the engine is in a running speed condition, the increasedair flow and fuel pressure will cause fuel to shoot from the smallopenings at the active surface outwardly into the air stream withoutproperly contacting the active surface. To prevent these conditionswhich may become prevalent when no external fuel control is employed, adual fuel feed for the horn 46 of the type illustrated in FIG. 6-9 maybe used.

Referring to FIGS. 6 and 7, it will be noted that the active surface 48of the horn 46 is provided with a plurality of large fuel openings 112and a plurality of small fuel openings 114. Since the large fuelopenings will supply larger droplets of fuel, these fuel openings arepositioned closer to the outer extremity of the active surface 58 thanare the smaller fuel openings. However, both the fuel openings 112 and114 should be positioned as close as possible to the outer extremity ofthe active surface which is the up stream extremity with relation to theflow of air to the engine intake manifold, and may be much smaller thandepicted, for illustration purposes, in FIG. -9.

To supply fuel to the fuel openings 112 and 114, the horn 46 includestwo separate fuel conducting paths. The fuel conducting path for thelarger fuel openings includes fuel inlet 90a extending into the horn inthe null area of the enlarged portion 50 thereof to communicate with alongitudinally extending fuel conduit 116. The fuel conduit 116 extendsto the smaller portion 51 of the horn and terminates in a plurality ofbranch conduits 118 which supply the fuel apertures 112.

Similarly, a fuel inlet 90b extends to a second longitudinal fuelconduit 120 which terminates in a plurality of branch conduits 122connected to supply fuel to the individual small fuel apertures 114. Forease of construction, the branch conduits 118 and 122 may be eliminatedand the main conduits 116 and 120 may extend directly to separate fuelsupply channels behind the fuel openings 112 and 114.

To alternate the fuel paths to the active surface 48 from a supply line124 connected to the fuel pump 20, a control valve 126 may be employed.This control valve may constitute any suitable known control valve whichis operative in response to either an electrical or mechanical controlinput to switch the fuel flow from the line 124 to either the input line104a or "Mb. The fuel input line 104a is connected to the fuel inlet 90awhile the fuel input line 104b is connected to the fuel inlet 90b.

For purposes of illustration, the valve 126 is shown in FIG. 8 as anelectrically controlled valve which operates in response to anelectrical signal on the electrical input line 128. Thus, when theengine which is to receive fuel from the horn 46 is at idle, the valve126 supplies fuel to the line 104b, while when the engine changes torunning speed, the valve 126 supplies fuel to the line 1040. The controlsignal on the line 128 for the valve 126 may be derived from an RPMsensor, from a microswitch connected mechanically to the acceleratorsystem for the engine, or from any other sensor adapted to indicate ashift from an idle to a running speed condition. Conceivably, thissensor could also constitute a pressure sensor adapted to sense manifoldpressure.

Although plural fuel outlets in the active surface 48 of the horn 46 aredesirable, these could be replaced by a single large outlet 112 combinedwith a single small outlet 114. Also, the fuel supply tube 98 of FIG. 5

could be employed in combination with a small fuel outlet 114 asillustrated in FIG. 9 or a plurality of small fuel outlets 114 of thetype shown in FIG. 7. With all of these embodiments, the fuel flowcontrol system of FIG. 8 would be employed.

With the horn embodiments of FIGS. 6-9, fuel will be supplied from thesmall fuel openings 114 when the engine receiving the fuel supply is atidle and the fuel velocity is low, and therefore large droplets of fuelwill not be permitted to drop over the active surface 48. The fuel fromthe openings 114 will spread out around the openings to form aneffective fuel film, for the pressure differential created by the intakemanifold at idle is not of sufficient magnitude to cause the fuel to jetfrom the openings I14 away from the active surface. When the engineshifts to running speed, fuel will be provided from the larger openings112 or the single large opening 98 (FIG. 9) and will again be caused tospread across the active surface 48. These larger fuel openings are ofsufficient size to prevent fuel from jetting away from the activesurface under the influence of the increased air velocity at runningspeed, but this increased velocity of air flow will drive the fuelagainst the active surface of the horn. Also the larger volume of fuelrequires additional surface contact for complete atomization, and thusthe fuel openings 112 are closest to the outer extremity of the activesurface 48.

Fuel fed directly through the horn 46 has the desirable advantages ofproviding inherent cooling for the horn as well as a unitary fuel supplyand sonic system. However, the added expense of providing fuel channelsin the horn structure may not be necessary in instances where anexternal fuel computer is employed. In these situations, the solid hornof FIG. 2 combined with separate fuel injectors as illustrated by FIG.10 may be utilized.

The sonic fuel injector system of FIG. 10 is designed for use withconventional internal combustion engine carburetor systems withoutrequiring carburetor modification. This system is a low profile systemwhich may be mounted in the space beneath the conventional automotive ortruck carburetor between the carburetor and the intake manifold. Forthis purpose, a special carburetor plate 130 may be employed which isprovided with an opening 132 for the air flow from the carburetor plussuitable mounting means for one or more fuel injector nozzles 134. Alsothe mounting plate 130 may be provided with an opening to receive thesmall end 51 of the horn 46, the remainder of the horn being suitablymounted as illustrated in FIG. 4. Also, a shroud 136 to protect theactive surface 48 of the horn from the air stream may be mounted on themounting plate 130 or may be secured directly to the horn as previouslydescribed.

In the system illustrated by FIG.- 10, fuel flow controlled by anexternal fuel computer is provided to the injector nozzle 134 which thendirects the fuel on to the active surface 48. This causes the fuel toform a film across the extent of the active surface between the upstreamand downstream extremities thereof. When two fuel injector nozzles areemployed as illustrated in FIG. 10, both nozzles are positioned todirect fuel against the upstream outer extremity of the active surfaceand fuel is alternatively provided through such injector nozzles at slowengine speeds. As the engine speed increases, both injector nozzles willsimultaneously apply fuel to the active surface for a portion of thepulse period. This period of simultaneous injection increases as enginespeed increases.

FUEL COMPUTER The fuel computer indicated generally at 24 (FIG. II) is ahybrid circuit designed to meter the proper amount of fuel to the activesurface 48 of the horn 46. The active surface atomizes the fuel for moreuniform mixing with air to minimize combustion pollution products due toan overly rich or overly lean mixture. To produce an optimum combustion,the air-fuel ratio should be such that the fuel is completely burnedwith a minimum of carbon monoxide due to incomplete combustion and aminimum of unburned hydrocarbons being emitted in the combustionby-products.

To satisfy the above criteria in an internal combustion engine, theair-fuel ratio should be maintained at a given level for all operatingconditions of the engine. The volume of air required by the engine isproportional to the intake manifold pressure and engine speed andinversely proportional to the air temperature. As the air temperatureincreases. the quantity of air in a given volume decreases, while as theengine speed increases, the volume of air increases proportionatelyassuming the intake manifold pressure and air temperature remainconstant.

The fuel computer 24 of FIG. ll may be employed with any of the sonichorn systems disclosed by FIGS. 4I0. In the systems of FIGS. 4-9, thefuel computer operates a single injector valve which controls the fiowof fuel to the horn. In FIGS. 4 and 5, this single injector valve willbe placed in the line 104 while in the control system of FIG. 8, theinjector valve would be placed in the line I24. In the system of FIG.10, a single injector valve would again be used if only one fuelinjector nozzle I34 is employed. but in the case of multiple fuelinjector nozzles, an injector valve will be utilized for each nozzle.

The fuel injector valve 22 may constitute a solenoid operated valve, andwith a constant pressure on the fuel supply to the valve, the fueldelivered thereby is proportional to the length of time that the valveremains open. Thus. the fuel computer 24 is designed to supply anelectrical control pulse to the injector valve 22 hav' ing a durationwhich is proportional to the intake manifold pressure and inverselyproportional to the absolute temperature of the air with a repetitionrate which is proportional to the engine RPM. Operating under theseconditions. the fuel computer 24 will effectively maintain asubstantially constant air-fuel ratio to the intake manifold.

The fuel computer 24 includes a pressure sensor 30 having an electricaltransformer 138 with a coupling between the primary and secondarywindings thereof which is varied in accordance with sensed pressure. Anoscillator I40. which may constitute a Wein Bridge oscillator, iscoupled to drive the primary winding 142 of the transformer I38 at aconstant frequency and amplitude. The secondary winding I44 of thetransformer is polarized so that a secondary voltage is developed whichis I80 out of phase with that in the primary winding.

A portion of the primary voltage from the winding 142 is coupled througha variable zeroing circuit I46 to a resistive summing circuit 148. Thesumming circuit is also connected to receive the secondary voltage fromthe secondary winding I44, so that a portion of the primary voltage isadded to the secondary voltage and the difference is amplified in adifference amplifier I50. The zeroing circuit I46 is provided to adjustthe difference between the primary and secondary voltage to zero at apredetermined vacuum (i.e. 20 inches of vacuum) present during engineidle conditions.

The output of the difference amplifier is connected to a synchronousrectifier I52. It will be noted that the synchronous rectifier is alsoconnected to receive the output of the oscillator I40, so that thesynchronous rectifier rectifies the output from the difference amplifierin synchronization with the oscillator output. This is accomplished bydriving two field effect transistors I54 and I56 alternatively with theoscillator output signal so as to short to ground the difference sig nalsupplied from the difference amplifier 150 through an amplifier I58 to arespective one of the field effect transistors when such field effecttransistor is conducting.

The rectified signal output from the synchronous rectifier I52 providesa negative voltage to the input of an amplifier and filter circuit ifthe sensed pressure is greater than the zero setting set by the zeroingcircuit I46 (i.e. 20 inches of vacuum). Also, in this case, the value ofthe negative input voltage to the amplifier and filter circuit isproportional to pressure.

If the pressure sensed is less than the zero setting set by the zeroingcircuit I46 (less than 20 inches of vacuum) the input voltage to theamplifier and filter circuit will become positive and will beproportional to the pressure deviation from the zero setting. Theamplifier and filter circuit operates to amplify and invert the inputvoltage thereto as well as to filter the ripple caused by the oscillatorfrequency.

The temperature sensor 28 may consist of a thermistor having aresistance which varies inversely in response to the sensed temperature.This temperature sensor may be mounted at any point within the enginewhere accurate sensing of engine air temperature may be achieved. Thethermistor is connected to the voltage supply which may constitute anautomotive I2 volt battery, and thus the voltage across the thermistorvaries inversely with temperature. This thermistor voltage is amplifiedby an amplifier I62 and fed to a potentiometer 164 which provides thesupply signal to an integrator I66. This integrator is designed to rangefrom minimum to maximum output voltage over a nominal time interval often milliseconds, and during this relatively short interval, temperatureis assumed to remain con stant since it is a slowly varying function. Areset pulse is provided by a line 168 to a reset transistor 170 whichoperates, in response to the reset pulse. to connect a positive voltageto the input junction 172 of the integrator. This drives the integratoroutput to a maximum negative value in a relatively short time period(less than I millisecond), and at the end of the reset pulse, theintegrator output starts to increase in a positive direction at a ratedepending upon the sensed temperature and the setting of thepotentiometer 164. This output from the integrator is fed simultaneouslyto a first comparator I74 and a second comparator I76; the firstcomparator also receiving the output from the amplifier and filter I60.

As the integrator output voltage passes a first voltage level (i.e.minus 8.75 volts), the output from the second comparator 176 changesfrom a full negative to a full positive output signal. The firstcomparator I74 will switch from a maximum positive to a maximum negativeoutput signal as the integrator output voltage passes a second morepositive value. This second more positive value at which the output fromthe comparator 174 will switch to a full negative value depends upon theamplitude of the pressure signal obtained from the amplifier and filter160 and the setting of an idle adjust potentiometer 178 which provides areference voltage for combination with the pressure output signal andthe temperature output signal from the integrator at a summing point180. This idle adjust potentiometer operates similar to a conventionalchoke, and may be manually or automatically adjusted to adjust the fuelinput to the engine.

The outputs from the comparators 174 and 176 are fed to inputs 182 and184 respectfully of a NAND gate 186 which operates in response theretoto provide pulses having a width which is proportional to pressure andinversely proportional to the temperature. The timing of the pulseoutput from the NAND gate is dependent upon a trigger signal applied toan input 188. This trigger signal is derived from the RPM sensor 26which provides pulses directly from the engine ignition system with apulse repetition rate which is directly proportional to engine speed, sothat a pulse occurs for each intake stroke. These pulses may be obtainedfrom the ignition breaker points or from another suitable device such asa tachometer. The trigger pulse from the input 188 is coupled through abuffer amplifier 190 to a JK flip flop 192. Each input pulse from thebuffer amplifier causes the flip flop to change binary state in a knownmanner so that the output of the flip flop repeats for each alternateinput pulse. The outputs from the flip flop 192 are connected to NANDgates 194 and 196 respectively, and these NAND gates also receive thereset pulse from the buffer amplifier 190. It will be noted that theoutput from the NAND gate 196 provides the reset pulse for theintegrator 166, and thus provides the timing for the pulses at theoutput of the NAND gate 186. Since these reset pulses are derived fromthe ignition system, the pulse repetition rate of the pulses at theoutput of the NAND gate 186 is directly proportional to engine speed.

The output pulses from the NAND gate 186 are connected to a poweramplifier 198 which provides an amplified drive pulse to the solenoidcoil 200 of the solenoid operated injector valve 22. The time durationduring which the drive pulse from power amplifier 198 energizes thesolenoid coil 200 to open the solenoid injector valve determines theamount of fuel which is fed either to the horn fuel inlet of FIGS. 4-9or to an injector nozzle 134 of FIG. 10. In the single valve systems ofFIGS. 4-9 and in the event that only a single injector nozzle isemployed in connection with the system of FIG. 10, the flip flop andNAND gates 194 and 196 may be eliminated and the output from theamplifier 190 is then directly fed as a reset pulse to the resettransistor 170. This will result in one pulse of fuel being provided bythe injector valve 22 for each intake stroke of the engine.

In systems similar to that illustrated in FIG. wherein two injectornozzles are employed, the output of the NAND gate 194 is applied as areset pulse to a duplicate integrator, comparator, power amplifier andinjector system 202 which is identical to that illustrated in detail inFIG. 11. Since the reset pulses from the NAND gates 194 and 196 areprovided alternatively,

the injector valve 22 and that of alternate system 202 in FIG. 11 aredriven in an alternative manner so that fuel is provided to theinjection nozzles in FIG. 10 alternatively. This mode of operation alsogives one pulse of fuel for each intake stroke of the engine and allowspulses to overlap if required.

Pulses will overlap at higher engine speeds, so that as the engine speedincreases, both injector nozzles in FIG. 10 will simultaneously supplyfuel to the active surface 48 for longer time periods. The ultrasonicatomization does not occur instantaneously, so that the pulses of fuelare atomized over a longer period of time, thereby providing a moreuniform fuel-air mixture than can be obtained without the atomization.

The power amplifier 198 is designed to delay the opening of the injectorvalves 22 for a set delay period (i.e. 1.5 milliseconds) after a pulseis received from the NAND gate 186 and to delay the closing of theinjector valve to achieve closing thereof for an equal delay periodafter the input pulse from the NAND gate 186 ceases. With this delay inthe opening of the injector valves, the fuel may be completely shut offautomatically when the intake manifold vacuum exceeds a desired point(i.e. 25 inches of vacuum). This condition exists when the engine RPM isrelatively high (greater than 1500 RPM) and the throttle is closed. Theadvantage of shutting off the fuel at this point is to eliminate theemission of unburned hydrocarbons during engine deceleration and toachieve downhill engine braking.

The power amplifier delay system includes a variable resistor 204connected in the output circuit of the amplifier 198 and in series withthe solenoid coil 200. This resistor may be adjusted to vary the timerequired for the current from the amplifier 198 to reach an amplitudesufficient to open the solenoid injector valve.

Similarly, when the pulse output from the amplifier 198 is terminated,the inductance of the coil 200 and the resistance of the variableresistor 204 in series with a resistor 206 determines the time requiredfor the coil current to decay through a diode 208. It will therefore beapparent that at high engine RPM when the throttle is closed, the pulsewidth from the amplifier 198 will decrease into the delay period set bythe variable resistor 204, and thus the solenoid coil 200 will never beenergized to open the solenoid valve. The duration of the delay periodmay be adjusted by adjusting the variable resistor 204.

It will be obvious that the conventional engine control mechanisms willvary the engine condition sensed by the fuel computer 24 to cause aresponsive variation in fuel flow. For example, the throttle plate 15which moves under the control of a conventional throttle mechanismalters the pressure sensed by the pressure sensor 30.

For some applications, it may be desirable to mix several distinctsubstances in a controlled manner through the use of the fuel computer24 and an associated sonic fuel dispersion unit 32. For purposes ofdescription, the substances to be mixed will be considered to be fuelsubstances, although it is obvious that any liquid substance, and alsosome powdered substances could be similarly mixed. In the case of twoliquid fuels to be mixed, a unit similar to that illustrated by FIGS. 10and 11 could be employed with separate fuel injector nozzles 134 beingadapted to conduct individual compo' nents of the ultimate mixture tothe active surface 48 of the horn 46. In the case of a two substancemixture,

one injector nozzle I34 would be controlled by the injector valve 22 andthe solenoid coil 200 while the second injector nozzle would becontrolled by the injector valve in the duplicate integrator.comparator, power amplifier and injector system 202. The injector valve22 would be inserted in a line between a supply for the first fuelsubstance and the associated injector nozzle 134 while the injectorvalve in the duplicate system 202 would be inserted in a separate linebetween the supply for a separate fuel substance and the associatedinjector nozzle 134. Thus two separate substances could be conducted andmixed at the active surface 48.

If two separate fuel substances are to be mixed under the control of thefuel computer 24, it may be desirable to mix these substances in somepredetermined ratio. To accomplish this, the idle adjust potentiometer178 would be connected only to the summing point 180, and a separateidle adjust potentiometer would be connected in an identical manner tothe duplicate system 202. (See FIG. 16). In FIG. 16, the components ofduplicate 202 are designated by the reference numerals of FIG. 11 plusa". With this structure, the duplicate system 202 could be caused toprovide a different volume of a fuel substance to the active surface 48of the horn 46 by setting the idle potentiometer 178a for the dupli catesystem at a setting different from that set on the idle adjustpotentiometer 178. In this manner, the ratio of fuel components issuingfrom the fuel injector nozzles 134 could be varied. Also the resetpulses to the integrators 166 and 1660 might alternate if they originateat the JK flip flop 192 ('FIG. 11) or such pulses may passsimultaneously to the integrators 166 and 166a if the JK flip flop iseliminated as previously described.

It is obvious that the fuel computer 24 may be employed to operate inresponse to a wide variety of sensed. conditions other than temperature,pressure, and engine RPM. The temperature, pressure, and RPM sensorsdisclosed in FIG. I and 11 could be replaced by any known transduceradapted to provide an electrical signal which is a function of a sensedcondition, and thus the fuel computer is adaptable for universal use.For example, the fuel computer could be employed in combination with thesonic unit 32 to provide fuel to a furnace. In this case, temperatureand pressure sensors would probably be used in connection with a pulseinput which, instead of RPM, would indicate some furnace condition, suchas the speed of the furnace blower. In this instance, a variableoscillator of some type might be employed to provide the pulse input tothe fuel computer 24, but for other applications, a fixed oscillator orpulse generator could be used.

It may not always be desirable for the fuel computer 24 to provide avariable pulse width output to open and close the injector valve 22 fora predetermined time. As an alternative, the fuel computer is easilymodified to provide a variable pulse amplitude output which would varythe amount that the injector valve 22 would open, thereby varying thevolume of fuel or other material passing through the valve. Thisvariable amplitude output signal may be easily provided by inserting anywell known pulsewidth to pulse amplitude converter either between theoutput of the NAND gate 186 and the input to the power amplifier 198.or, between the output of the power amplifier 198 and the input to thesolenoid coil 200. For example, as illustrated in FIG. 12, an integrator210 could be employed between the NAND gate 186 and the power amplifier198 to convert the variable width pulses from the NAND gate intovariable amplitude pulses which would vary the amount that the injectorvalve 22 is permitted to open.

With the use of the dual injector system of FIG. 10, severalmodifications in the structure of the horn 46 are possible. For example,as illustrated in FIG. 13, the active surface 48 of the horn may bedivided into two sub sections 48a and 4812, one for each fuel injectornozzle. These active surface subsections constitute flat surfaces formedat the end of the small cylindrical horn section 51 and angled toprovide an apex at the center of the small cylindrical horn section atthe terminus thereof. The flat subsection 48:: is positioned to receivefuel ejected from one fuel ejector nozzle while the flat subsection 48breceives fuel ejected from the remaining fuel injector nozzle. It hasbeen found that the fuel injector nozzles 134 may be placed at a numberof angles with respect to an associated active surface subsection 480 or48b, so that the force of the fuel impinging upon the subsection plusthe drawing force provided by the sonic vibration of the horn 46 causesthe fuel to be drawn along the active surface subsection and over theapex point at the end of the small cylindrical horn section 51. The hornconfiguration of FIG. I3 is quite advantageous, for the complete activesurface causes each fuel impulse to be atomized and directed toward thecenter of the airstream instead of one side alternately as does the hornof FIG. 10.

In FIG. 14, another modification of the sonic horn 46 is illustratedwherein the active surface 48 constitutes a conical area forming theterminus of the small cylindrical horn section 51 and having an apex atthe center of the small cylindrical horn section. With this conicalactive surface 48, fuel from the injectors 134 spreads to form a thinfilm of fuel over the entire active surface and the fuel is drawn off atthe apex end thereof. This active surface configuration provides moresurface area for the atomization of fuel.

As previously indicated, the sonic transducer 38 may constitute apiezoelectric transducer unit rather than a magnetostrictive transducerof the type disclosed in FIG. 2. With reference to FIG. 15, apiezoelectric transducer is bonded to the base of the horn 46 by abonding material which will not materially affect the sonic capabilitiesof the combination but which will form a secure bond in the operatingenvironment for the combination. For example, epoxy resin may beemployed in some instances to bond the transducer to the horn, and inhigh temperature applications, a bonding material which will not softenin response to high temperatues must be employed. Positioned between thetransducer and the horn are a plurality of spaced, thin shims 216 whichcontact both the base of the horn and the transducer. These shims may belocated apart and perform two important functions. First, the shims aremade to correspond to the desired thickness of the bond between thetransducer and the horn. For example, if the bond is to be threeone-thousandths of an inch in thickness, the shims are formed to thisthickness to ensure a good uniform bond. Secondly, the shims are made ofelectrically conductive material and operate to conduct energizingcurrent from the horn to the ceramic transducer. The horn is also formedof electrically conductive material so that electrical connection to anoutside conductor may be made at 218 at the sonic null point on theborn. The electrical current for this electrical connection is thentransmitted by the body of the horn and the shims 216 to contact pointson the ceramic transducer 214.

Bonded to a surface of the ceramic transducer 2l4 opposite the horn 46is a backup mass 220 which is preferably formed of a material which isdenser than the material forming the horn and which operates to increasethe efficiency of the sonic unit.

it will be readily apparent that the novel computer controlled sonicfuel system of the present invention offers a number of uniqueadvantages not provided by conventional fuel systems. The present systemrequires only one fuel injector and accomplishes fuel injection beforethe intake manifold branches to the engine cylinders or, in the case ofengines of other types, before the ccombustion area thereof, thusallowing a relatively long path for the air-fuel mixing action. Theinjector combined with a novel sonic system reduces fuel droplet sizesto provide droplets that may be carried in the air stream around cornersand bends encountered in the intake manifold. This produces a moreuniform quantity of fuel to each cylinder as compared to a conventionalcarburetor system or a single injector without atomization. Increaseddroplet sizes produced by such conventional systems have a greater massand require more force to produce a given acceleration around a corner.In addition to the more uniform quantity of fuel to each cylinder, thefuel mixture produced by the subject system includes extremely smallfuel droplets which have a much larger surface area for evaporation.Since the sonic system provides an effective lengthening of each fuelimpulse provided by the respective injector valve, a more uniformfeeding of fuel is obtained than can be obtained with conventionalinjector systems.

By employing computer controlled injection of fuel at a point between acarburetor air inlet and the point where an engine intake manifoldbranches to the individual engine cylinders, a relatively fail-safe fuelsystem is provided. For example, should the sonic unit 32 malfunction,this unit may be shut down while the fuel computer 24 still operateseffectively to meter fuel through the sonic horn 46 of FIGS. 4-9 and 15or through the injector nozzles 134 of FIGS. l0, l3, and 14. With thesonic unit deactivated, the sonic horn 46 operates effectively as aconventional fuel nozzle for the carburetor 12.

Even more effective with the sonic unit 32 deactivated is the injectorsystem of FIGS. l0, l3 and 14. Here the active surface 48 of the horn 46still functions to some extent as a passive fuel dispersion unit todisperse fuel into the airstream through the engine manifold. Thepressure of the fuel issuing from the injector nozzles 134 against thenow passive active surface 48 of the deactivated sonic unit, causes thefuel to spread across the active surface and disperse into theairstream. The effectiveness of this fuel dispersion by impingement offuel against a passive dispersion surface may be controlled by varyingthe fuel pressure pro vided by the fuel pump 20.

Should the fuel computer 24 malfunction, the fuel system of the presentinvention will operate effectively either with or without the sonic unit32. Thus, the computer may be deactivated. and fuel may still beprovided by the fuel pump to the horn 46 of FIGS. 4-9 and I5 or throughthe injector nozzles I34 of FIGS. l0, l3 and 14 to the active surface48. Operation with the computer 24 deactivated may be accomplished in anumber of ways. For example, a switch 222 (FIG. 11) might be provided toclose a power circuit for the in jector valve 22 when the computer isdeactivated. This shunt power circuit would cause the injector valve toremain open and pass fuel to the sonic unit 32. Obviously, a bypasssystem for the injector valve 22 provided with a bypass valve actuatedupon deactivation of the computer could be employed to provide fuel tothe horn 46 or the injector nozzles 134.

We claim:

I. In an internal combustion engine having an intake manifold, an airsource for providing an airstream for entry into said intake manifoldand a fuel source for said internal combustion engine, a computercontrolled sonic fuel system for providing fuel from said fuel source tothe airstream entering the intake manifold comprising sonic transducermeans having an active surface mounted for receiving fuel and providinga fuel dispersion to said airstream to cause a fuel-air dispersion to bepresent at the entrance to said intake manifold, fuel computer meansconnected to receive fuel from said fuel source and to provide a fueloutput which varies as a function of variations in the operatingcondition of said internal combustion engine, and fuel input means fordelivering the fuel output from said fuel computer means to the activesurface of said sonic transducer means, said fuel computer meansoperating to maintain a substantially constant fuel-air ratio to saidintake manifold for all operating conditions of said internal combustionengine.

2. A computer controlled fuel system for providing fuel from a fuelsource to an internal combustion engine comprising fuel input meansconnectable to supply fuel from said fuel source to said engine, saidfuel input means including fuel control means to control the flow offuel from said fuel source to said engine and fuel computer meansconnected to control the operation of said fuel control means to providea fuel flow to said engine which varies as a function of variations inthe operating condition of said engine, said fuel computer meansincluding sensing means to sense engine RPM, temperature and manifoldpressure, said sensing means operating to provide electrical enginespeed pulses which are a function of engine RPM, a first electricalsignal which is a function of manifold pressure, and a second electricalsignal which is a function of engine temperature, and control signalgenerating means connected to receive and combine said electrical enginespeed pulses and first and second electrical signals to provide anelectrical control pulse output of electrical pulses having a pulseduration which is proportional to the intake manifold pressure andinversely proportional to the engine temperature with a repetition ratewhich is proportional to engine RPM, said electrical control pulseoutput being provided to control the operation of said fuel controlmeans, said control signal generating means includes pressure circuitmeans to receive said first electrical signal and to provide a pressureoutput electrical signal which is a function thereof, reset circuitmeans operative to provide reset pulses in response to said electricalspeed pulses. electrical integrator means connected to receive saidsecond electrical signal and operative to provide an integrator outputelectrical signal which increases in amplitude above a reset point at arate dependent upon the amplitude of said second electrical signal, saidelectrical integrator means being connected to receive said reset pulsesand operating in response thereto to return said integrator outputelectrical signal to the reset point and comparator circuit meansconnected to receive said pressure output electrical signal andintegrator output electrical signal, said comparator means operating toprovide said electrical control pulse output.

3. The computer controlled fuel system of claim 2 wherein said fuelcontrol means includes electrically controlled valve means connected toreceive fuel from said fuel source and control the flow thereof to saidinternal combustion engine, said electrically controlled valve meansoperating in response to said electrical control pulse output.

4. The computer controlled sonic fuel system of claim 3 wherein saidelectrically controlled valve means includes first and second injectorvalves, said fuel computer means operating to provide alternateelectrical control pulses to said first and second injector valves.

5. The computer controlled fuel system of claim 4 wherein said resetcircuit means is operative to provide a reset pulse for each intakestroke of said internal combustion engine in response to said electricalengine speed pulses, said reset circuit means operating alternatively toprovide alternating reset pulses on first and second reset output lines,said integrator means including a first integrator means and a secondintegrator means connected to receive said second electrical signal andeach being operative to provide said integrator electrical outputsignal, said first and second integrator means being connected to saidfirst and second reset output lines respectively and operatingrespectively in response to reset pulses on the reset output lineconnected thereto to terminate the increasing integrator outputelectrical signal therefrom and return said integrator output electricalsignal to said reset point, and said comparator circuit means includesfirst and second comparator circuit means connected to receive theintegrator output signals from said first and second integrator meansrespectively and said pressure output electrical signal, said first andsecond comparator circuit means operating to provide said alternateelectrical control pulses to said first and second injector valvesrespectively.

6. The computer controlled fuel system of claim 2 wherein saidcomparator circuit means includes a first comparator means connected toreceive said integrator output electrical signal and operative to switchfrom a negative to a positive electrical output signal when saidintegrator output electrical signal reaches a first signal level, asecond comparator means connected to receive said integrator electricaloutput signal and said pressure output electrical signal and operativeto switch from a positive to a negative electrical output signal whenthe combined pressure and integrator output electrical signals reach asecond signal level, and a gate circuit connected to receive theelectrical output signals from said first and second comparator means.

7. The computer controlled fuel system of claim 6 wherein said secondcomparator means includes variable bias means connected thereto, saidvariable bias means being operative to vary said second signal level.

8. The computer controlled fuel system of claim 2 wherein said sensingmeans includes variable zeroing circuit means connected to receive saidfirst electrical signal and operative to provide a difference outputindicative of the difference between a reference signal and said firstelectrical signal, said variable zeroing circuit means being operativeto adjust said difference output to zero at a predetermined idlepressure condition of said internal combustion engine and pressureoutput signal generating means connected to receive said differenceoutput and to provide said pressure output electrical signal, saidpressure output signal generating means operating to provide a pressureoutput electrical signal of a first voltage sense which is proportionalto the sensed manifold pressure when said sensed manifold pressureexceeds said predetermined idle pressure condition and to provide apressure output electrical signal of a second voltage sense which isopposite to said first voltage sense and is proportional to the manifoldpressure deviation from said predetermined idle pressure condition whensaid sensed manifold pressure is less than said predetermined idlepressure condition.

9. In an internal combustion engine having an intake manifold, an airsource for providing an airstream for entry into said intake manifoldand a fuel source for said internal combustion engine, a computercontrolled sonic fuel system for providing fuel from said fuel source tothe airstream entering the intake manifold comprising a single sonictransducer means having an active surface mounted for receiving fuel andproviding a fuel dispersion to said airstream to cause a fuel-airdispersion to be present at the entrance to said intake manifold, fuelcomputer means connected to receive fuel from said fuel source and toprovide a pulsed fuel output including variable fuel pulses which varyas a function of variations in the operating condition of said internalcombustion engine, and fuel input means for delivering the variable fuelpulses from said fuel computer means to the active surface of said sonictransducer means, said sonic transducer means operating to convert saidvariable fuel pulses into a substantially non-pulsating fuel-airmixture.

10. The computer controlled sonic fuel system of claim 9 wherein saidvariable fuel pulses are of substantially constant amplitude and ofvarying duration.

11. The computer controlled sonic fuel system of claim 9 wherein saidvariable fuel pulses are of varying amplitudes.

12. The computer controlled sonic fuel system of claim 9 wherein saidfuel computer means provides an output fuel pulse for each intake strokeof said internal combustion engine.

13. The computer controlled sonic fuel system of claim 9 wherein saidfuel computer means includes sensing means to sense engine RPM,temperature and manifold pressure, said fuel computer means operating toprovide fuel pulses having a repetition rate which is proportional toengine RPM and a duration which is proportional to intake manifoldpressure and inversely proportional to engine temperature.

14. The computer controlled sonic fuel system of claim 13 wherein saidsensing means operates to provide electrical engine speed pulses whichare a function of engine RPM, a first electrical signal which is afunction of manifold pressure and a second electrical signal which is afunction of engine temperature, said fuel computer means operating tocombine said electrical speed pulses and first and second electricalsignals to provide an electrical control pulse having a duration whichis proportional to the intake manifold pressure and inverselyproportional to the engine temperature 19 with a repetition rate whichis proportional to engine RPM.

15. The computer controlled sonic fuel system of claim 14 wherein saidfuel computer means includes electrically controlled valve meansconnected to receive fuel from said fuel source and control the flowthereof to said fuel input means, said electrically controlled valvemeans operating in response to said electrical control pulses.

16. The computer controlled sonic fuel system of claim 15 wherein saidelectrically controlled valve means includes first and second injectorvalves, said fuel computer means operating to provide alternateelectrical control pulses to said first and second injector valves.

17. In an internal combustion engine having an intake manifold, an airsource for providing an airstream for entry into said intake manifoldand a fuel source for said internal combustion engine, a computercontrolled fuel system for providing fuel from said fuel source to theairstream for the intake manifold at a point before said intake manifoldreaches the combustion area for said engine comprising fuel input meansconnected to supply fuel from said fuel source to said airstream at apoint before said intake manifold reaches the combustion area of saidengine, said fuel input means including fuel dispersion means having atleast one fuel receiving surface for receiving fuel and providing a fueldispersion to said airstream, said fuel dispersion means being mountedat a point adjacent the path of said airstream, means for directing fuelonto said fuel receiving surface said fuel receiving surface beingformed to redirect said fuel toward the center of the airstream, fuelcontrol means to control the flow of fuel from said fuel source to saidfuel directing means and fuel receiving surface, and fuel computer meansconnected to control the operation of said fuel control means to providea fuel flow to said fuel receiving surface which varies as a function ofvariations in the operation of said internal combustion engine.

18. The computer controlled fuel system of claim 17 wherein said fuelinput means includes injector means which operates to direct fuel underpressure against said fuel receiving surface to cause dispersion of fuelfrom said fuel receiving surface, said fuel receiving surface beingstatic.

19. The computer controlled fuel system of claim 17 wherein said fuelinput means provides fuel under pressure from said fuel source to saidfuel directing means, said fuel directing means operating to direct fuelunder pressure against said fuel receiving surface.

20. The computer controlled fuel system of claim 19 wherein said fuelreceiving surface is conical in configuration with an apex extendingtoward said airstream.

21. The computer controlled fuel system of claim 19 wherein said fueldirecting means includes at least two fuel injector nozzles positionedto direct fuel onto said fuel dispersion means, said fuel dispersionmeans including a first flat surface section to receive fuel from afirst of said fuel injector nozzles and a second flat surface section toreceive fuel from a second of said fuel injector nozzles, said first andsecond flat surface sections being inclined to form a central apexextending toward said airstream.

22. The computer controlled fuel system of claim 17 which includesshroud means mounted above said fuel dispersion means to divert theairstream relative to said fuel dispersion means.

23. The computer controlled fuel system of claim 17 wherein said fuelsource includes a first section for containing a first component and asecond section for containing a second component, said fuel input meansincluding a first input system for conducting said first component fromsaid first section to said fuel dispersion means, said first inputsystem including first control means to control the flow of said firstcomponent from said first section, and a second input system forconducting said second component from said second section to said fueldispersion means, said second input system including second controlmeans to control the flow of said second component from said secondsection to said fuel dispersion means, said fuel computer meansoperating to control said first and second control means to control themixture of said first and second components at said fuel dispersionmeans.

24. The computer controlled fuel system of claim 23 wherein said fuelcomputer means includes ratio circuit means operative to vary thecontrol of said first and second control means to fix and maintain apredetermined ratio between the first and second components at said fueldispersion means.

25. The computer controlled fuel system of claim 17 wherein said fuelreceiving surface is spaced laterally from the center of said airstreamto direct fuel toward the center of said airstream at an angle relativeto the direction of flow of said airstream.

26. The computer controlled fuel system of claim 17 wherein said fueldispersion means includes sonic transducer means having an activevibrating surface which forms the fuel receiving surface, and said fueldirecting means directs fuel under pressure onto said fuel receivingsurface, said fuel receiving surface being formed to redirect fuelreceived from said fuel directing means toward the center of saidairstream when said active vibrating surface is in either a vibrating ora static condition.

27. The computer controlled fuel system of claim 17 wherein said fuelreceiving surface is spaced laterally from the center of said airstreamto direct fuel toward the center of said airstream at an angle relativeto the direction of flow of said airstream and shroud means are mountedabove said fuel receiving surface to divert the airstream relative tosaid fuel receiving surface.

28. The computer controlled fuel system of claim 17 wherein said fueldispersion means includes sonic transducer means having an activevibrating surface which forms the fuel receiving surface, and said fuelinput means operates to separately provide first and second fuelcomponents from said fuel source to the active vibrating surface of saidsonic transducer means.

29. The computer controlled fuel system of claim 28 wherein saidcomputer means operates to fix and maintain a predetermined ratiobetween the first and second components at said active vibratingsurface.

30. The computer controlled fuel system of claim 17 wherein said fuelcomputer means operates to maintain a substantially constant fuel-airratio to said intake manifold for all operating conditions of saidinternal combustion engine.

31. The computer controlled fuel system of claim 17 wherein said fueldispersion means includes sonic transducer means having an activevibrating surface which forms said fuel receiving surface, said fuelreceiving surface being spaced laterally from the center of saidairstream and formed to reflect fuel received from said fuel directingmeans toward the center of the airstream at an angle relative to thedirection of flow of the airstream when said active vibrating surface isin either a vibrating or static condition.

32. The computer controlled fuel system of claim 31 wherein said fuelcomputer means includes sensing means to sense RPM of said engine,engine temperature and manifold pressure, said fuel computer meansoperating to provide fuel pulses having a repetition rate which isproportional to engine RPM and a duration which is proportional tointake manifold pressure and inversely proportional to enginetemperature.

33. The computer controlled fuel system of claim 32 wherein said fueldirecting means includes at least two fuel injector nozzles positionedto direct fuel onto said fuel receiving surface, said fuel computermeans operating to cause said fuel control means to alternately providesaid fuel pulses to said fuel injector nozzles.

34. The computer controlled fuel system of claim 17 wherein said fuelcomputer means includes sensing means operative to provide electricalsignals indicative of the operating condition of said engine, controlsignal generating means connected to receive said electrical signalsfrom said sensing means and operative to provide electrical controlpulses to control the operation of said fuel control means anddeceleration control means operative to terminate fuel flow through saidfuel control means upon deceleration of said engine from above apredetermined speed, said deceleration control means including delaymeans to delay said electrical control pulses.

35. The computer controlled full system of claim 34 wherein said controlsignal generating means provides electrical control pulses having apulse duration which varies as a function of the operating condition ofsaid engine.

36. The computer controlled fuel system of claim 17 wherein said fuelinput means includes a fuel pump for supplying fuel under pressure fromsaid fuel source to said fuel directing means and auxilliary controlmeans connected to said fuel control means and operative to cause saidfuel control means to pass fuel to said fuel directing means.

37. The computer controlled fuel system of claim 36 wherein said fueldispersion means includes sonic transducer means having an activevibrating surface which forms said fuel receiving surface, said fuelreceiving surface being formed to redirect fuel received from said fueldirecting means toward the center of said airstream when said activevibrating surface is in either a vibrating or static condition.

38. The computer controlled fuel system of claim 17 wherein said fuelinput means includes mounting means for said fuel directing means andfuel dispersion means secured between the entrance to said intakemanifold and a source for the airstream to the intake manifold, saidmounting means including an open ended chamber extending between saidairstream source and the intake manifold for receiving the airstreamfrom the source thereof and directing the airstream to the entrance tosaid intake manifold, said fuel dispersion means being mounted by saidmounting means with said fuel receiving surface positioned within thechamber at a point adjacent the path of the airstream therethrough.

39. In an internal combustion engine having an intake manifold, an airsource for providing an airstream for entry into said intake manifoldand a fuel source for said internal combustion engine, a computercontrolled fuel system for providing fuel from said fuel source to theairstream for the intake manifold at the entrance to the intake manifoldbefore said intake manifold reaches the combustion area for said enginecomprising fuel input means connected to supply fuel from said fuelsource to said airstream at a point before said intake manifold reachesthe combustion area of said engine, said fuel input means including fueldispersion means having at least one fuel receiving surface forreceiving fuel and providing a fuel dispersion to said airstream, saidfuel dispersion means being mounted at a point adjacent the path of saidairstream, means for directing fuel under pressure against said fuelreceiving surface, said fuel receiving surface being formed to re directfuel received from said fuel directing means toward the center ofsaidairstream, fuel control means to control the flow of fuel from said fuelsource to said fuel directing means, and fuel computer means connectedto control the operation of said fuel control means to provide a fuelflow to said fuel receiving surface which varies as a function ofvariations in the operation of said internal combustion engine, saidfuel computer means causing said control means to provide a pulsed fueloutput including variable fuel pulses to said fuel directing means whileoperating to maintain a substantially constant fuel-air ratio to saidintake manifold for all operating conditions of said internal combustionengine, said fuel dispersion means operating to convert said variablefuel pulses into a substantially nonpulsating fuel-air mixture at theentrance to said intake manifold.

40. The computer controlled fuel system of claim 39 wherein said fuelinput means includes mounting means for said fuel directing means andfuel dispersion means secured between the entrance to said intakemanifold and the source for said airstream to the intake manifold, saidmounting means including an open ended chamber extending between saidairstream source and the intake manifold for receiving the airstreamfrom the source thereof and directing the airstream to the entrance ofsaid intake manifold, said fuel dispersion means being mounted by saidmounting means with said fuel receiving surface positioned within thechamber at a point adjacent the path of the airstream therethrough.

41. The computer controlled fuel system of claim 40 wherein saidmounting means is formed by a substantially flat plate, said chamberbeing defined by an opening formed in said plate and extendingtherethrough, and air diversion means mounted upon said plate above saidfuel receiving surface to divert the airstream through said chamberrelative to the fuel receiving surface.

1. In an internal combustion engine having an intake manifold, an airsource for providing an airstream for entry into said intake manifoldand a fuel source for said internal combustion engine, a computercontrolled sonic fuel system for providing fuel from said fuel source tothe airstream entering the intake manifold comprising sonic transducermeans having an active surface mounted for receiving fuel and providinga fuel dispersion to said airstream to cause a fuel-air dispersion to bepresent at the entrance to said intake manifold, fuel computer meansconnected to receive fuel from said fuel source and to provide a fueloutput which varies as a function of variations in the operatingcondition of said internal combustion engine, and fuel input means fordelivering the fuel output from said fuel computer means to the activesurface of said sonic transducer means, said fuel computer meansoperating to maintain a substantially constant fuel-air ratio to saidintake manifold for all operating conditions of said internal combustionengine.
 2. A computer controlled fuel system for providing fuel from afuel source to an internal combustion engine comprising fuel input meansconnectable to supply fuel from said fuel source to said engine, saidfuel input means including fuel control means to control the flow offuel from said fuel source to said engine and fuel computer meansconnected to control the operation of said fuel control means to providea fuel flow to Said engine which varies as a function of variations inthe operating condition of said engine, said fuel computer meansincluding sensing means to sense engine RPM, temperature and manifoldpressure, said sensing means operating to provide electrical enginespeed pulses which are a function of engine RPM, a first electricalsignal which is a function of manifold pressure, and a second electricalsignal which is a function of engine temperature, and control signalgenerating means connected to receive and combine said electrical enginespeed pulses and first and second electrical signals to provide anelectrical control pulse output of electrical pulses having a pulseduration which is proportional to the intake manifold pressure andinversely proportional to the engine temperature with a repetition ratewhich is proportional to engine RPM, said electrical control pulseoutput being provided to control the operation of said fuel controlmeans, said control signal generating means includes pressure circuitmeans to receive said first electrical signal and to provide a pressureoutput electrical signal which is a function thereof, reset circuitmeans operative to provide reset pulses in response to said electricalspeed pulses, electrical integrator means connected to receive saidsecond electrical signal and operative to provide an integrator outputelectrical signal which increases in amplitude above a reset point at arate dependent upon the amplitude of said second electrical signal, saidelectrical integrator means being connected to receive said reset pulsesand operating in response thereto to return said integrator outputelectrical signal to the reset point and comparator circuit meansconnected to receive said pressure output electrical signal andintegrator output electrical signal, said comparator means operating toprovide said electrical control pulse output.
 3. The computer controlledfuel system of claim 2 wherein said fuel control means includeselectrically controlled valve means connected to receive fuel from saidfuel source and control the flow thereof to said internal combustionengine, said electrically controlled valve means operating in responseto said electrical control pulse output.
 4. The computer controlledsonic fuel system of claim 3 wherein said electrically controlled valvemeans includes first and second injector valves, said fuel computermeans operating to provide alternate electrical control pulses to saidfirst and second injector valves.
 5. The computer controlled fuel systemof claim 4 wherein said reset circuit means is operative to provide areset pulse for each intake stroke of said internal combustion engine inresponse to said electrical engine speed pulses, said reset circuitmeans operating alternatively to provide alternating reset pulses onfirst and second reset output lines, said integrator means including afirst integrator means and a second integrator means connected toreceive said second electrical signal and each being operative toprovide said integrator electrical output signal, said first and secondintegrator means being connected to said first and second reset outputlines respectively and operating respectively in response to resetpulses on the reset output line connected thereto to terminate theincreasing integrator output electrical signal therefrom and return saidintegrator output electrical signal to said reset point, and saidcomparator circuit means includes first and second comparator circuitmeans connected to receive the integrator output signals from said firstand second integrator means respectively and said pressure outputelectrical signal, said first and second comparator circuit meansoperating to provide said alternate electrical control pulses to saidfirst and second injector valves respectively.
 6. The computercontrolled fuel system of claim 2 wherein said comparator circuit meansincludes a first comparator means connected to receive said integratoroutput electrical signAl and operative to switch from a negative to apositive electrical output signal when said integrator output electricalsignal reaches a first signal level, a second comparator means connectedto receive said integrator electrical output signal and said pressureoutput electrical signal and operative to switch from a positive to anegative electrical output signal when the combined pressure andintegrator output electrical signals reach a second signal level, and agate circuit connected to receive the electrical output signals fromsaid first and second comparator means.
 7. The computer controlled fuelsystem of claim 6 wherein said second comparator means includes variablebias means connected thereto, said variable bias means being operativeto vary said second signal level.
 8. The computer controlled fuel systemof claim 2 wherein said sensing means includes variable zeroing circuitmeans connected to receive said first electrical signal and operative toprovide a difference output indicative of the difference between areference signal and said first electrical signal, said variable zeroingcircuit means being operative to adjust said difference output to zeroat a predetermined idle pressure condition of said internal combustionengine and pressure output signal generating means connected to receivesaid difference output and to provide said pressure output electricalsignal, said pressure output signal generating means operating toprovide a pressure output electrical signal of a first voltage sensewhich is proportional to the sensed manifold pressure when said sensedmanifold pressure exceeds said predetermined idle pressure condition andto provide a pressure output electrical signal of a second voltage sensewhich is opposite to said first voltage sense and is proportional to themanifold pressure deviation from said predetermined idle pressurecondition when said sensed manifold pressure is less than saidpredetermined idle pressure condition.
 9. In an internal combustionengine having an intake manifold, an air source for providing anairstream for entry into said intake manifold and a fuel source for saidinternal combustion engine, a computer controlled sonic fuel system forproviding fuel from said fuel source to the airstream entering theintake manifold comprising a single sonic transducer means having anactive surface mounted for receiving fuel and providing a fueldispersion to said airstream to cause a fuel-air dispersion to bepresent at the entrance to said intake manifold, fuel computer meansconnected to receive fuel from said fuel source and to provide a pulsedfuel output including variable fuel pulses which vary as a function ofvariations in the operating condition of said internal combustionengine, and fuel input means for delivering the variable fuel pulsesfrom said fuel computer means to the active surface of said sonictransducer means, said sonic transducer means operating to convert saidvariable fuel pulses into a substantially non-pulsating fuel-airmixture.
 10. The computer controlled sonic fuel system of claim 9wherein said variable fuel pulses are of substantially constantamplitude and of varying duration.
 11. The computer controlled sonicfuel system of claim 9 wherein said variable fuel pulses are of varyingamplitudes.
 12. The computer controlled sonic fuel system of claim 9wherein said fuel computer means provides an output fuel pulse for eachintake stroke of said internal combustion engine.
 13. The computercontrolled sonic fuel system of claim 9 wherein said fuel computer meansincludes sensing means to sense engine RPM, temperature and manifoldpressure, said fuel computer means operating to provide fuel pulseshaving a repetition rate which is proportional to engine RPM and aduration which is proportional to intake manifold pressure and inverselyproportional to engine temperature.
 14. The computer controlled sonicfuel system of claim 13 wherein said sensing means operates to provideelectrical engine speed pulses which are a function of engine RPM, afirst electrical signal which is a function of manifold pressure and asecond electrical signal which is a function of engine temperature, saidfuel computer means operating to combine said electrical speed pulsesand first and second electrical signals to provide an electrical controlpulse having a duration which is proportional to the intake manifoldpressure and inversely proportional to the engine temperature with arepetition rate which is proportional to engine RPM.
 15. The computercontrolled sonic fuel system of claim 14 wherein said fuel computermeans includes electrically controlled valve means connected to receivefuel from said fuel source and control the flow thereof to said fuelinput means, said electrically controlled valve means operating inresponse to said electrical control pulses.
 16. The computer controlledsonic fuel system of claim 15 wherein said electrically controlled valvemeans includes first and second injector valves, said fuel computermeans operating to provide alternate electrical control pulses to saidfirst and second injector valves.
 17. In an internal combustion enginehaving an intake manifold, an air source for providing an airstream forentry into said intake manifold and a fuel source for said internalcombustion engine, a computer controlled fuel system for providing fuelfrom said fuel source to the airstream for the intake manifold at apoint before said intake manifold reaches the combustion area for saidengine comprising fuel input means connected to supply fuel from saidfuel source to said airstream at a point before said intake manifoldreaches the combustion area of said engine, said fuel input meansincluding fuel dispersion means having at least one fuel receivingsurface for receiving fuel and providing a fuel dispersion to saidairstream, said fuel dispersion means being mounted at a point adjacentthe path of said airstream, means for directing fuel onto said fuelreceiving surface said fuel receiving surface being formed to redirectsaid fuel toward the center of the airstream, fuel control means tocontrol the flow of fuel from said fuel source to said fuel directingmeans and fuel receiving surface, and fuel computer means connected tocontrol the operation of said fuel control means to provide a fuel flowto said fuel receiving surface which varies as a function of variationsin the operation of said internal combustion engine.
 18. The computercontrolled fuel system of claim 17 wherein said fuel input meansincludes injector means which operates to direct fuel under pressureagainst said fuel receiving surface to cause dispersion of fuel fromsaid fuel receiving surface, said fuel receiving surface being static.19. The computer controlled fuel system of claim 17 wherein said fuelinput means provides fuel under pressure from said fuel source to saidfuel directing means, said fuel directing means operating to direct fuelunder pressure against said fuel receiving surface.
 20. The computercontrolled fuel system of claim 19 wherein said fuel receiving surfaceis conical in configuration with an apex extending toward saidairstream.
 21. The computer controlled fuel system of claim 19 whereinsaid fuel directing means includes at least two fuel injector nozzlespositioned to direct fuel onto said fuel dispersion means, said fueldispersion means including a first flat surface section to receive fuelfrom a first of said fuel injector nozzles and a second flat surfacesection to receive fuel from a second of said fuel injector nozzles,said first and second flat surface sections being inclined to form acentral apex extending toward said airstream.
 22. The computercontrolled fuel system of claim 17 which includes shroud means mountedabove said fuel dispersion means to divert the airstream relative tosaid fuel dispersion means.
 23. The computer controlled fuel system ofclaim 17 wherein said fuel source includes a fIrst section forcontaining a first component and a second section for containing asecond component, said fuel input means including a first input systemfor conducting said first component from said first section to said fueldispersion means, said first input system including first control meansto control the flow of said first component from said first section, anda second input system for conducting said second component from saidsecond section to said fuel dispersion means, said second input systemincluding second control means to control the flow of said secondcomponent from said second section to said fuel dispersion means, saidfuel computer means operating to control said first and second controlmeans to control the mixture of said first and second components at saidfuel dispersion means.
 24. The computer controlled fuel system of claim23 wherein said fuel computer means includes ratio circuit meansoperative to vary the control of said first and second control means tofix and maintain a predetermined ratio between the first and secondcomponents at said fuel dispersion means.
 25. The computer controlledfuel system of claim 17 wherein said fuel receiving surface is spacedlaterally from the center of said airstream to direct fuel toward thecenter of said airstream at an angle relative to the direction of flowof said airstream.
 26. The computer controlled fuel system of claim 17wherein said fuel dispersion means includes sonic transducer meanshaving an active vibrating surface which forms the fuel receivingsurface, and said fuel directing means directs fuel under pressure ontosaid fuel receiving surface, said fuel receiving surface being formed toredirect fuel received from said fuel directing means toward the centerof said airstream when said active vibrating surface is in either avibrating or a static condition.
 27. The computer controlled fuel systemof claim 17 wherein said fuel receiving surface is spaced laterally fromthe center of said airstream to direct fuel toward the center of saidairstream at an angle relative to the direction of flow of saidairstream and shroud means are mounted above said fuel receiving surfaceto divert the airstream relative to said fuel receiving surface.
 28. Thecomputer controlled fuel system of claim 17 wherein said fuel dispersionmeans includes sonic transducer means having an active vibrating surfacewhich forms the fuel receiving surface, and said fuel input meansoperates to separately provide first and second fuel components fromsaid fuel source to the active vibrating surface of said sonictransducer means.
 29. The computer controlled fuel system of claim 28wherein said computer means operates to fix and maintain a predeterminedratio between the first and second components at said active vibratingsurface.
 30. The computer controlled fuel system of claim 17 whereinsaid fuel computer means operates to maintain a substantially constantfuel-air ratio to said intake manifold for all operating conditions ofsaid internal combustion engine.
 31. The computer controlled fuel systemof claim 17 wherein said fuel dispersion means includes sonic transducermeans having an active vibrating surface which forms said fuel receivingsurface, said fuel receiving surface being spaced laterally from thecenter of said airstream and formed to reflect fuel received from saidfuel directing means toward the center of the airstream at an anglerelative to the direction of flow of the airstream when said activevibrating surface is in either a vibrating or static condition.
 32. Thecomputer controlled fuel system of claim 31 wherein said fuel computermeans includes sensing means to sense RPM of said engine, enginetemperature and manifold pressure, said fuel computer means operating toprovide fuel pulses having a repetition rate which is proportional toengine RPM and a duration which is proportional to intake manifoldpressure and inversely proportional to engine temperature.
 33. Thecomputer controlled fuel system of claim 32 wherein said fuel directingmeans includes at least two fuel injector nozzles positioned to directfuel onto said fuel receiving surface, said fuel computer meansoperating to cause said fuel control means to alternately provide saidfuel pulses to said fuel injector nozzles.
 34. The computer controlledfuel system of claim 17 wherein said fuel computer means includessensing means operative to provide electrical signals indicative of theoperating condition of said engine, control signal generating meansconnected to receive said electrical signals from said sensing means andoperative to provide electrical control pulses to control the operationof said fuel control means and deceleration control means operative toterminate fuel flow through said fuel control means upon deceleration ofsaid engine from above a predetermined speed, said deceleration controlmeans including delay means to delay said electrical control pulses. 35.The computer controlled full system of claim 34 wherein said controlsignal generating means provides electrical control pulses having apulse duration which varies as a function of the operating condition ofsaid engine.
 36. The computer controlled fuel system of claim 17 whereinsaid fuel input means includes a fuel pump for supplying fuel underpressure from said fuel source to said fuel directing means andauxilliary control means connected to said fuel control means andoperative to cause said fuel control means to pass fuel to said fueldirecting means.
 37. The computer controlled fuel system of claim 36wherein said fuel dispersion means includes sonic transducer meanshaving an active vibrating surface which forms said fuel receivingsurface, said fuel receiving surface being formed to redirect fuelreceived from said fuel directing means toward the center of saidairstream when said active vibrating surface is in either a vibrating orstatic condition.
 38. The computer controlled fuel system of claim 17wherein said fuel input means includes mounting means for said fueldirecting means and fuel dispersion means secured between the entranceto said intake manifold and a source for the airstream to the intakemanifold, said mounting means including an open ended chamber extendingbetween said airstream source and the intake manifold for receiving theairstream from the source thereof and directing the airstream to theentrance to said intake manifold, said fuel dispersion means beingmounted by said mounting means with said fuel receiving surfacepositioned within the chamber at a point adjacent the path of theairstream therethrough.
 39. In an internal combustion engine having anintake manifold, an air source for providing an airstream for entry intosaid intake manifold and a fuel source for said internal combustionengine, a computer controlled fuel system for providing fuel from saidfuel source to the airstream for the intake manifold at the entrance tothe intake manifold before said intake manifold reaches the combustionarea for said engine comprising fuel input means connected to supplyfuel from said fuel source to said airstream at a point before saidintake manifold reaches the combustion area of said engine, said fuelinput means including fuel dispersion means having at least one fuelreceiving surface for receiving fuel and providing a fuel dispersion tosaid airstream, said fuel dispersion means being mounted at a pointadjacent the path of said airstream, means for directing fuel underpressure against said fuel receiving surface, said fuel receivingsurface being formed to redirect fuel received from said fuel directingmeans toward the center of said airstream, fuel control means to controlthe flow of fuel from said fuel source to said fuel directing means, andfuel computer means connected to control the operation of said fuelcontrol means to provide a fuel flow to said fuel receiving surfacewhich varies as a function of variations in the operation of saidinternal combustion engine, said fuel computer means causing saidcontrol means to provide a pulsed fuel output including variable fuelpulses to said fuel directing means while operating to maintain asubstantially constant fuel-air ratio to said intake manifold for alloperating conditions of said internal combustion engine, said fueldispersion means operating to convert said variable fuel pulses into asubstantially non-pulsating fuel-air mixture at the entrance to saidintake manifold.
 40. The computer controlled fuel system of claim 39wherein said fuel input means includes mounting means for said fueldirecting means and fuel dispersion means secured between the entranceto said intake manifold and the source for said airstream to the intakemanifold, said mounting means including an open ended chamber extendingbetween said airstream source and the intake manifold for receiving theairstream from the source thereof and directing the airstream to theentrance of said intake manifold, said fuel dispersion means beingmounted by said mounting means with said fuel receiving surfacepositioned within the chamber at a point adjacent the path of theairstream therethrough.
 41. The computer controlled fuel system of claim40 wherein said mounting means is formed by a substantially flat plate,said chamber being defined by an opening formed in said plate andextending therethrough, and air diversion means mounted upon said plateabove said fuel receiving surface to divert the airstream through saidchamber relative to the fuel receiving surface.